GOVERNMENT OF INDIA

MINISTRY OF RAILWAYS

ESTIMATION OF LOAD FACTOR

OF
DIESEL ELECTRIC LOCOMOTIVES

MISCELLANEOUS REPORT NO. MP.MISC. 432/71 (Rev.0.0)

SEPTEMBER, 1971

RESEARCH DESIGN & STANDARDS ORGANISATION

MANAK NAGAR, LUCKNOW 226011.
 ESTIMATION OF THE LOAD FACTOR OF DIESEL LOCOMOTIVES

1. OBJECTIVE
The objective of this report is to indicate methods of assessing the load factor of
the diesel locomotives, while fixing the loads of the passenger and goods trains.

2. INTRODUCTION
The load factor of a diesel locomotive is one of the important criteria, which
may influence the reliability of operation of the diesel engine. Prolonged operation of
the diesel engine at maximum rated output increases the thermal loading on engine
and may accelerate the eventual failure of the engine components due to thermal
distress of fatigue. In order to obtain an optimum service life from the diesel engine
components, it has been the endeavour of the different Railway systems in the world
to work to a moderate load factor while programming running of the trains. The
practice followed on some of the important railway system has been indicated in the
Boards letter No. 67M(L)466/56 of the 20-3-71(Annexure-A). Based on this, the
Board have stipulated that while fixing the loads of the passenger and goods trains,
specially on sections with long and steep grades, it should be insured that the load
factor is not in excess of approximately 60%. The railways have also been advised to
conduct tests to ascertain the load factor of the locomotives hauling trains on graded
sections. Sample calculations based on the actual tests conducted on the frontier mail
locomotives on Delhi Ratlam and Ratlam Mumbai sections have also been worked
out and included.

3. DEFINITION OF LOAD FACTOR

Load factor is the ratio between the average power required in service and the
maximum power of the diesel engine.
The terms Load factor has been used in different contexts

ORE engine load factor which corresponds to the average power

developed by the diesel engine during its overall time of working on the test
bench.
Train load factor relative to the average power of the diesel engine during
the working of the locomotive at the head of the train, including intermediate
and terminal station stops.
Pure traction load factor which is the ratio between the average power
developed by the diesel engine during the effective running of the train and
the nominal power of the engine.

As the Boards stipulation of 60% applies to the pure traction load factor, this
definition has been used in this report. The effective running period of the locomotive
is the time during which the wheels of the locomotive are moving i.e. the effective train
journey time exclusive of the station halts when the diesel engine idling.

4. METHOD OF CALCULATION

The following two methods can be used to calculate the load factor :

i) Fuel Consumption Method

ii) Horsepower Output Method

4.1 FUEL CONSUPTION METHOD

This method is used by the UIC ORE in the type test of the diesel engines for
homologation. It assumes that the HP output of a diesel engine is directly proportional
to the fuel consumption. To use this method, the hypothetical fuel consumption of the
locomotive at maximum rated output during the effective train journey can be
computed from the specific fuel consumption. The ratio of this quantity and the
amount of fuel actually consumed by the locomotive during the effective train journey
(i.e. the total fuel consumed fuel consumption during halts when the engine is
idling), will give the load factor of the locomotive. The fuel consumption of the
locomotive depends on the ambient and site conditions. However, the following
consumption figures for the different classes of locomotives may be taken as a guide
under site conditions of 27C at sea level: -

Locomotive Fuel consumption (Litres/ hour)

At maximum rated output At idling
WDM2 (4 Duct) 489 25
WDM2 (Single duct) 480 25
WDM3A 570 25
WDG3A 570 25
WDP3A 570 25
WDM3C 606 25
WDM3D 606 25
WDG4 746 25
WDP4 746 25
WDS6 12
YDM4/YDM4A 12
YDM3 12
YDM5 12

Mathematically, the load factor on fuel consumption basis may be represented

as -

M (n C2 )
F=
(N n ) C1
 Where F = Load factor
M = Total fuel consumption in Litres.
N = Total journey time of train in hours.
n = Total time of halts and detention in hours.
C1 = Specific fuel consumption in litres/hours at maximum rated
output of the engine.
C2 = Specific fuel consumption in litres/hours at engine idling.

4.2 HORSE POWER METHOD

As the load factor is related to the maximum rated output of the diesel engine, it
follows that the load factor of the locomotive is unity while working at the maximum
rated output i.e. at the maximum notch. The factor at intermediate notches will be
related to the ratio of the HP output at intermediate notches to the maximum rated
output. The cumulative pure traction load factor will thus be the ratio of the summation
of the product of notch wise load factor and the time spent at the different notches
and the total effective journey time. On the basis of the HP output at intermediate
notches, the notch-wise load factor for the different classes of locomotive under the
site conditions of 27C at sea level, can be taken as under :

Locomotive Load factor at different notches

th
8 7th 6th 5th 4th
WDM2 1.0 0.86 0.70 0.48 0.30
WDM3A 1.0 0.80 0.59 0.44 0.30
WDG3A 1.0 0.80 0.59 0.44 0.30
WDP3A 1.0 0.80 0.59 0.44 0.30
WDM3B 1.0 0.80 0.59 0.44 0.30
WDM3C 1.0 0.80 0.60 0.44 0.30
WDM3D 1.0 0.80 0.60 0.44 0.30
WDG4 1.0 0.89 0.67 0.46 0.35
WDP4 1.0 0.89 0.67 0.46 0.35
WDS6 1.0 0.78 0.58 0.43 0.32
YDM4/4A 1.0 0.67 0.45 0.32 0.20
YDM3 1.0 0.85 0.69 0.54 0.39
YDM5 1.0 0.85 0.69 0.54 0.39

Mathematically, the load factor on horsepower Output basis may be

represented as -

8
Fi Ni
F= 4
(N n )
 Where F = Load factor
Fi = Load factor of intermediate notches.
Ni = Time spent in intermediate notches in hours.
N = Total journey time of train in hours.
n = Total time of halts and detention in hours.

The two methods of calculation of the load factor are expected to give approximately
the same value. The Railway may adopt any one of the methods for estimation of the
load factor.

5. LOAD FACTOR TRIALS

Before conducting the running tests to estimate the load factor, it should be
ensured that the locomotive is developing the rated HP by testing on load box. It is
also desirable that load factor is assessed under the worst ambient conditions in
summer. The trials conducted by RDSO team on the frontier mail locomotive during
April/May, 1971 are described as a guide line to the railway to assess the traction load
factor of the locomotive and to help them in arranging the load factor trials
accordingly. For the load factor trials by RDSO, the total journey time of the frontier
mail was split up into two sections i.e. New Delhi Ratlam and Ratlam Mumbai
central sections, in all 8 sets of trials were conducted to arrive at a reasonable
assessment of the load factor. Sample readings taken on the locomotive during one
of these trials are indicated at Annexure B. The summaries of the notchwise running
times for the different trials are indicated at Annexure C. From the data collected
during the trials, the load factors were calculated for the different test runs by the two
methods explained in para 3. The calculations pertaining to the trials conducted on
18-05-71 are indicated as follows to serve as a guideline.

5.1 On the basis of fuel consumption -

M = 3575 Litres
N = 733 Minutes
n = 90 Minutes
C1 = 480 Litres/hour
C2 = 25 Litres/hour

90
25
M (n C2 ) 60
Load Factor F = = 3575
(N n ) C1 (733 90) 480
60

3575.5
= = 68.8%
5514
5.2 On the basis of Hp output

F8 = 1
N8 = 363 Minutes
F7 = 0.86
N7 = 51 Minutes
F6 = 0.70
N6 = 47 Minutes
F5 = 0.48
N5 = 9 Minutes
N = 733 Minutes
n = 90 Minutes

8
Fi Ni 363 1 + 51 0.86 + 47 0.70 + 9 0.48
Load Factor F= 4
=
(N n ) (733 90)
= 69.06%

It will be seen from the sample calculations that the two methods gives a load
factor of approximately 69% for this trials run.

The summary of the load factor calculations for the different test run ( details
indicated at Annexure C ) is as under :
SUMMARY OF LOAD FACTOR TESTS ON FRONTIER MAIL

S.No. Date trials Section Load factor on fuel Load factor on

conducted consumption basis Hp output basis
1 18-05-1971 Ratlam New Delhi 68.8% 69%

2 16-04-1971 Ratlam New Delhi 59.5% 58%

3 05-04-1971 New Delhi - Ratlam 67.2% 69.5%

4 17-05-1971 New Delhi - Ratlam 68.2% 70%

5 12-04-1971 Ratlam Mumbai 52.8% 46.3%

Central

6 08-04-1971 Ratlam Mumbai 47.6% 48.8%

Central

7 14-04-1971 Mumbai Central 55.5% 52.2%

Ratlam

8 10-04-1971 Mumbai Central 53.8% 49.5%

Ratlam
 Annexure A
Copy of Boards letter No. 67M(L)466/56 of 20-3-1971.
-----------

Sub : Load rating of diesel locomotives.

The permissible loads of diesel locomotives indicated in the haulage capacity

charts issued by the RDSO are based upon limitations arising out of available tractive
effort, adhesion and the minimum continuous rating speed of each type of locomotive.
These load charts do not, however, take into account the overall load factor of the
locomotive measured in terms of the power required to be developed by the loco
throughout the run. The load factor may be defined as a ratio between the average
power developed by the locomotive during the effective train journey (running time
only) to the power rating of the diesel engine. For practical purpose, however, load
factor may be assessed by the ratio of the period of running time that a load is
operated in full notch to period it is operated at lower notches. In order to ensure
reliability of operation and satisfactory standards of maintenance, It is necessary to
ensure that the load factor is not excessively high. The common practice on some of
the railway systems abroad are indicated in a statement attached at annexure A.

2. The WDM2 locos have been designed so as to provide the best match in the
7th notch. Working for long periods in eighth notch will, apart from increasing the fuel
consumption result in increase in exhaust temperature causing undesirable high
thermal stresses to be imposed on the engine. While fixing the loads of both
passenger and goods train, specially on sections with long steep grades, it is
necessary to ensure that the load factor is not in excess of approximately 60%. The
load factor should be assessed under the worst ambient condition, in summer
weather. Prior to conducting the test, it should be ensured that the locomotive is
developing full horse power by testing on load box.

Sd/-
(B.B.Lal)
Jt. Director (Traction) Rly.Board.
Annexure as
Given below
 RESERVE POWER ON DIESEL LOCOMOTIVE FOR HAULING
PASSENGER TRAINS

France :

The load factor for the actual running time is generally limited to 60% only. An
extract in this connection from French Railway Techniques Issue No. 3 of 1966
page 108 is given below :
We know that a modest load factor is indispensable if reliable operation of
diesel engine and reasonable maintenance cost are to be achieved. It is recognized
that the load factor for actual running time should not exceed 60%.

Germany :

The practice on the Deutsche Bundesbahn is to keep the load factor to 40% to
60% depending upon the type of service. For example, for V 200diesel hydraulic loco
hauling long distances express trains, the load factor is just little above 40%. For
ordinary express trains, the same locomotive is used at load factor of approximately
55%.

U.K :
The load factor on the British Railway is also of the order of 45%. An extract
from the Magazine Engineer of 29th Sept. 1967 page 423 is given below:
The reserve of Horse power required in the loco to cater for the recovery
margin is significant. For example, between paddington and Exeter, with a stop at
Taunton and a 15 Min. recovery margin, two D.833 locos (4400HP) hauling ten
coaches would be running at about 46% full power if the recovery margin was not
needed, i.e. a power reserve of 54%.

U.S.A. :

The practice on the railroads in the USA is to have a load factor of

approximately of 60%.
 Annexure B
NOTCHWISE RUNNING TIME OF FRONTIER MAIL

Date: 18 - 05-1971 RTM Departure: 07.36 hrs

Train No. 3 DN New Delhi arrival: 19.49 hrs

Loco No.: 18415 WDM2 Fuel oil at RTM : 4900 Litres

Section: RTM NDLS Fuel oil at New Delhi : 1325 Litres

Time Running time in minutes at Remarks

different notches
8th 7th 6th 5th Others
1 2 3 4 5 6 7
7.36/7.37 - - - - 1
7.3 - - - 1 -
7.39 - - 1 - -
7.41 - 2 - - -
7.44 3 - - - -
7.49 - - - - 5 For signals & L/C
7.51/7.52 - - - - - Bangord (7.49-7.51= 2 Mint.)
7.52 - - 1 - -
7.53 - 1 - - -
8.06 13 - - - - Home signals 45, starter
lowered on approach
8.10 - - - - 4
8.13 3 - - - -
8.17 - - - - 4 Nagda ( 8.17-8.21= 4 Mint.)
8.21/8.22 - - - - 1
8.25 - - - 3 -
8.32 - - - - 7 Cautions driving 10 km/h
8.58 26 - - - -
9.00 - - - - 2
9.01 - - 1 - -
9.04 - - - - 3
9.10 6 - - - -
9.11 - - - - 1
9.32 21 - - - -
9.37 - - - - 5 Shamgarh (9.37-9.41= 4Mint)
9.41/9.42 - - - 1
9.43 - - 1 - -
9.45 - 2 - - -
9.54 9 - - - -
 1 2 3 4 5 6 7
9.56 2
10.00 4
10.04 4 Cattle run over, Stopped at
Km 816/2 due to vaccum
dropped (10.4-10.17=13Mint)
10.18 1
10.19
10.19/10.23 4
10.29 6
10.30 1
10.50 20
10.53 3
10.54 1
10.56 2 Caution driving 55 km/h at
Km 867/4 to 868
11.01 5
11.20 19 Caution driving 15 km/h at
Km 898/6 to 898/4
11.26 6
11.27 1
11.34 7
11.40 6 Kota home lowered on
approach
11.43 3
11.45 2
11.57 Kota ( 11.45-11.57=12 Mint.)
11.58 1
11.59 1 Caution driving 45 km/h at
Km 934
12.07 8
12.10 3
12.11 1
12.31 20
12.34 3
12.35 1
12.39 4
12.41 2
12.48 7 - - - -
12.54 - 6 - - -
12.55 1
12.56 1
13.11 15
13.11/13.15 4 SWM (13.15-13.19=4Mint)
13.19/13.20 1
13.21 1
 1 2 3 4 5 6 7
13.27 6
13.29 2 Home signal raised
13.36 6 Mokholi ( 13.35-13.36=1Mint)
13.36/13.38 2
13.43 5
13.45 2
13.50 5
13.51 1
13.54 3 Caution driving 10 km/h at
Km 1070,1071
14.00 6
14.15 15
14.16 1
14.20 4 GGC ( 14.29-14.35= 15 Mint)
14.35/14.39 4
14.49 10
14.50 1
14.51 1
14.53 2
14.56 3
14.57 1
15.02 5 Caution driving 10Km/h at
Kms1136,1137
15.05 3
15.07 2
15.20 13
15.22 2
15.29 7
15.35 6 Bayana (15.35-15.39=4 mint)
15.39/15.41 1
15.41 - - - 1 -
15.41/15.43 2
15.49 6
15.54 5 Passed via Loop Keladevi
15.55 1
16.05 10 Passed via Loop Sewar
16.10 5
16.12 2
16.15 3 Cautions driving 50 Km/h at
Kms1210
16.21 6
16.25/16.26 1 BTE (16.21-16.25= 4 Mint)
16.27 1
16.28 1
16.32 4 Cautions driving 40Km/h at
Kms1219/4
 1 2 3 4 5 6 7
16.35 3
16.36 1
16.47 11
16.50 3 For signals
16.51 1
16.55 4
17.00 5 Mathura (17.00-17.09=9
mint)
17.06/17.18 2
17.20 2 (17.09-17.16= 7mints.) alarm
chain pulled at station
17.39 19
17.40 1
17.45 5 Cautions driving 75/50& 65Km/h
at Kms 1434,1437
17.50 5
18.05 15
18.08 3 W/signal on
18.09 1 Cautions driving 30 & 15 Km/h at
Kms 1461 to 1462
18.15 6
18.17 2
18.25 8
18.27 2
18.28 1
18.28/18.33 5 Asaoti passes via Loop
18.39 6
18.41 2
18.50 9
18.51 1 Faridabad outer signal
lowered on approach.
18.56 5
19.00 4
19.06 6 Alarm chain pulled at Km
1518 (19.06-19.13=7mint.)
19.13/19.20 7
19.21 1
19.28 7
19.30 2
19.34/19.35 1 NZM (19.30-19.34= 4 mint.)
19.46 11
19.49 3 NDLS arrival 19.49 hrs
Total time 363 51 47 9 173 90 Minutes
taken
 Annexure - C
SUMMARY OF RUNNING TIME AT DIFFERENT NOTCHES

TRIAL NO.: 1 Date : 18-05-1971

Train No. : 3 Dn
Load 19 bogie : 38/745 tonnes.
Loco No. : WDM2 18415
Section : Ratlam New Delhi.

S.No. Detail of timing Advertised Actual Remarks

1. Departure 7.33 hrs 7.36 hrs
2. Arrival 19.15 hrs 19.49 hrs
3. Total time 11.42 hrs 12.13 hrs
4. No. of halts 9 13 Extra time on scheduled halts
5. Effective 10.51 hrs 10.43 hrs 9 minutes.
running time Time on non scheduled
halts = 30 minutes.

THROTTLE OPERATION DETAILS

S.No. Notch position Time ( Minutes) Remarks

1. 8 363 Total fuel consumed = 3575 Litres.
2. 7 51 Estimated fuel consumed for halts = 37.5
3. 6 47 Litres
4. 5 9 fuel consumed during effective running
5. 1st to 4th 173 time = 3537.5 Litres

Note : Fuel consumption at idle 25 Litres/hours.

-----------------------------------------

TRIAL NO.: 2 Date : 16-04-1971

Train No. : 3Dn

Load 18 bogie : 708tonnes.
Loco No. : WDM2 18418
Section : Ratlam New Delhi.

S.No. Detail of timing Advertised Actual Remarks

1. Departure 7.33 hrs 7.33 hrs Right time
2. Arrival 19.15 hrs 19.12 hrs 3 mint before time
3. Total time 11.42 hrs 11.39 hrs Total extra time on Advertised
halts = 16 mint
4. No. of halts 9 12
5. Effective 10.52 hrs 10.00 hrs Total time on 3 non scheduled
running time halts = 28 mint.
 THROTTLE OPERATION DETAILS

S.No. Notch position Time ( Minutes) Remarks

1. 8 192 Total fuel consumed = 2900 Litres.
2. 7 88 Estimated fuel consumed for halts = 41.46
3. 6 107 Litres
4. 5 13 fuel consumed during effective running
5. st
1 to 4th
200 time = 2858.34 Litres

-------------------------------------------------

TRIAL NO.: 3 Date : 5-4-1971

Train No. : 4 Up
Load 18 bogie : 36/708tonnes.
Loco No. : WDM2 18418
Section : New Delhi - Ratlam

S.No. Detail of timing Advertised Actual Remarks

1. Departure 8.45 hrs 8.50 hrs 5 mint late start
2. Arrival 20.45 hrs 21.00 hrs
3. Total time 12.00 hrs 12.10 hrs Total extra time on Advertised
halts = 43 mint
4. No. of halts 8 13
5. Effective 11.15 hrs 10.04 hrs Total time on 5 non scheduled
running time halts = 33 mint.

THROTTLE OPERATION DETAILS

S.No. Notch position Time ( Minutes) Remarks

1. 8 253 Total fuel consumed = 3200 Litres.
2. 7 140 Estimated fuel consumed for halts = 52.5
3. 6 38 Litres
4. 5 40 fuel consumed during effective running
5. st
1 to 4th
133 time = 3147.5 Litres

---------------------------------------------

TRIAL NO.: 4 Date : 17-5-1971

Train No. : 4 Up
Load 19 bogies : 38/745 tonnes.
Loco No. : WDM2 18407
Section : New Delhi - Ratlam
S.No. Detail of timing Advertised Actual Remarks
1. Departure 8.45 hrs 9.26 hrs 41 mint late start
2. Arrival 20.45 hrs 21.30 hrs 45 mint late arrival
3. Total time 12.00 hrs 12.04 hrs Total extra time on Advertised
halts = 29 mint
4. No. of halts 8 15
5. Effective 11.10 hrs 10.14 hrs Total time on 7 non scheduled
running time halts = 31 mint.

THROTTLE OPERATION DETAILS

S.No. Notch position Time ( Minutes) Remarks

1. 8 348 Total fuel consumed = 3400 Litres.
2. 7 24 Estimated fuel consumed for halts = 45
3. 6 87 Litres
4. 5 4 fuel consumed during effective running
5. 1st to 4th 151 time = 3355 Litres

-----------------------------------------------------

TRIAL NO.: 5 Date : 12-4-1971

Train No. : 4 Up
Load 18 bogies : 708 tonnes.
Loco No. : WDM2 18422
Section : Ratlam Mumbai CT

S.No. Detail of timing Advertised Actual Remarks

1. Departure 21.03 hrs 21.24 hrs 21 mint late start
2. Arrival 10.10 hrs 11.55 hrs 105 mint late arrival
3. Total time 13.07 hrs 14.31 hrs Total extra time on Advertised
halts = 7 mint
4. No. of halts 6 11
5. Effective 12.24 hrs 10.39 hrs Total time on 5 non scheduled
running time halts = 3 hrs 70 mint.

THROTTLE OPERATION DETAILS

S.No. Notch position Time ( Minutes) Remarks

1. 8 178 Total fuel consumed = 2800 Litres.
2. 7 48 Estimated fuel consumed for halts = 96
3. 6 75 Litres
4. 5 51 fuel consumed during effective running
5. st
1 to 4th
287 time = 2703 Litres
TRIAL NO.: 6 Date : 8-4-1971

Train No. : 4 Up
Load 18 bogies : 708 tonnes.
Loco No. : WDM2 18422
Section : Ratlam Mumbai CT

S.No. Detail of timing Advertised Actual Remarks

1. Departure 21.03 hrs 21.21 hrs 9 mint late start
2. Arrival 10.10 hrs 10.18 hrs 8 mint late arrival
3. Total time 13.07 hrs 13.06 hrs Total extra time on Advertised
halts = 20 mint
4. No. of halts 6 12
5. Effective 12.24 hrs 11.22 hrs Total time on 6 non scheduled
running time halts = 45 mint.

THROTTLE OPERATION DETAILS

S.No. Notch position Time ( Minutes) Remarks

1. 8 188 Total fuel consumed = 2650 Litres.
2. 7 48 Estimated fuel consumed for halts = 43.3
3. 6 56 Litres
4. 5 63 fuel consumed during effective running
5. st
1 to 4th
327 time = 2606.7 Litres

------------------------------------------------

TRIAL NO.: 7 Date : 14-4-1971

Train No. : 3 Dn
Load 18 bogies : 708 tonnes.
Loco No. : WDM2 18418
Section : Mumbai Central - Ratlam

S.No. Detail of timing Advertised Actual Remarks

1. Departure 18.50 hrs 18.50 hrs Right time
2. Arrival 7.15 hrs 7.15 hrs 4 mint late arrival
3. Total time 12.25 hrs 12.16 hrs Total extra time on Advertised
halts = 20 mint
4. No. of halts 7 8
5. Effective 11.36 hrs 10.59 hrs Total time on non scheduled
running time halts = 8 mint.
 THROTTLE OPERATION DETAILS

S.No. Notch position Time ( Minutes) Remarks

1. 8 219 Total fuel consumed = 2950 Litres.
2. 7 30 Estimated fuel consumed for halts = 31.25
3. 6 72 Litres
4. 5 103 fuel consumed during effective running
5. st
1 to 4th
235 time = 2918.75 Litres

---------------------------------------

TRIAL NO.: 8 Date : 10-4-1971

Train No. : 3 Dn
Load 18 bogies : 708 tonnes.
Loco No. : WDM2 18418
Section : Mumbai Central - Ratlam

S.No. Detail of timing Advertised Actual Remarks

1. Departure 18.50 hrs 18.53 hrs 3 mint late start
2. Arrival 7.15 hrs 7.15 hrs
3. Total time 12.25 hrs 12.22hrs Total extra time on Advertised
halts = 15mint
4. No. of halts 7 9
5. Effective 11.36 hrs 11.20 hrs Total time on 2 non scheduled
running time halts = 3 mint.

THROTTLE OPERATION DETAILS

S.No. Notch position Time ( Minutes) Remarks

1. 8 199 Total fuel consumed = 2950 Litres.
2. 7 42 Estimated fuel consumed for halts = 25.80
3. 6 96 Litres
4. 5 73 fuel consumed during effective running
5. st
1 to 4th
260 time = 2924.20 Litres